DE102022104423A1 - Protected Vehicle and Procedure - Google Patents

Abstract

Armored vehicle (1), in particular a hybrid vehicle, with a plurality of wheels (9, 9', 10, 10', 11, 12, 12'), a plurality of steering gears (19, 20, 21, 22) for deflecting the wheels (9, 9 ', 10, 10', 11, 12, 12'), and a regulating and control device (27) for actuating the steering gear (19, 20, 21, 22), the regulating and control device (27) being set up for this purpose , a deviation of an actual direction (aist) of the protected vehicle (1) from a desired direction (asoll) of the protected vehicle (1) during a travel movement of the protected vehicle (1), and wherein the regulating and control device ( 27) is set up to activate the steering gear (19, 20, 21, 22) to deflect the wheels (9, 9', 10, 10', 11, 12, 12') in order to compensate for the deviation from the actual direction (aact ) of the target direction (atarget) during the travel movement.

Description

The present invention relates to a protected vehicle and a method for operating such a protected vehicle.

Protected vehicles, such as armored transport vehicles, can have several, for example four, steerable wheel axles. In this case, each wheel axle can have a steering gear for deflecting the wheels assigned to the respective wheel axle. A mechanical effect, for example a bullet or a mine blast, can result in one or more steering gears becoming blocked. The respective steering gear can lock in any position. This means in particular that the wheels assigned to the respective wheel axle can be fully turned, not turned or partially turned. The blocked steering gear can then result in the protected vehicle moving away from a desired target direction in an actual direction that differs from the target direction when it is moving. Accordingly, a driver of the protected vehicle must countersteer in order to keep the protected vehicle in the desired direction. As a result, the driver's capacities are tied up in keeping the protected vehicle in its desired direction. This is to be avoided.

Against this background, it is an object of the present invention to provide an improved protected vehicle.

Accordingly, a protected vehicle, in particular a hybrid vehicle, is proposed. The protected vehicle comprises a plurality of wheels, a plurality of steering gears for deflecting the wheels and a regulating and control device for activating the steering gear, with the regulating and control device being set up to detect a deviation in an actual direction of the protected vehicle from a target direction of the protected vehicle Vehicle to recognize during a driving movement of the protected vehicle, and wherein the regulation and control device is set up to control the steering gear for deflecting the wheels to compensate for the deviation of the actual direction from the target direction during the driving movement.

Due to the fact that the regulation and control device is set up to compensate for the deviation of the actual direction from the desired direction during the travel movement, the protected vehicle can keep itself in the desired direction automatically or independently. Counter-steering by the vehicle driver to keep the protected vehicle in the desired direction is therefore not necessary.

The protected vehicle can be a military vehicle, in particular a military utility vehicle. The protected vehicle can therefore also be referred to as a military vehicle or as a military utility vehicle. The protected vehicle is in particular an armored transport vehicle. The protected vehicle includes a protected passenger compartment or vehicle compartment. The vehicle cell is protected against fire, booby traps, improvised explosive devices (IED), mines or the like. The vehicle cell can be a vehicle tub and can therefore also be referred to as such. Preferably, the protected vehicle has independent wheel suspension. In other words, each wheel is assigned an independent wheel suspension. The independent wheel suspensions are coupled to the vehicle cell, in particular to a chassis of the protected vehicle. The protected vehicle may be armed.

The protected vehicle is a wheeled vehicle. The protected vehicle includes a plurality of wheel axles on which the wheels are provided. Two individual wheel suspensions are assigned to each wheel axle. The protected vehicle thus preferably has no rigid axle. The number of wheels is arbitrary. For example, four, six or eight wheels can be provided. Two wheels are assigned to each wheel axle. The protected vehicle preferably has four wheel axles and thus eight wheels. Preferably, the protected vehicle includes all-wheel drive. That means all wheel axles are driven. At least some of the wheels are steerable. Preferably, at least two front wheel axles of the protected vehicle are steerable. However, all wheel axles and thus all wheels are particularly preferably steerable.

The protected vehicle may include an internal combustion engine. With the help of the internal combustion engine, the wheels or at least some of the wheels can be driven. The internal combustion engine can be a diesel engine. The protected vehicle is preferably a hybrid vehicle and is therefore also referred to as such, in particular as a protected hybrid vehicle. Accordingly, the terms “vehicle” and “hybrid vehicle” can be arbitrarily interchanged with one another. The protected vehicle includes several electric motors, in particular in the form of wheel hub motors. The internal combustion engine can be used to drive a generator that supplies the wheel hub motors with electrical energy. The internal combustion engine can thus drive the wheels directly or indirectly via the generator and the wheel hub motors drive. In particular, each wheel is assigned a wheel hub motor.

A coordinate system with a length direction or x-direction, a vertical direction or y-direction and a depth direction or z-direction is assigned to the protected vehicle. The directions are oriented perpendicular to each other. A direction of gravity can be oriented essentially opposite to the y-direction. The protected vehicle can move along a direction of travel and against the direction of travel on a substrate. The direction of travel can be oriented along the x-direction. The ground can be a roadway or any terrain.

A steering gear is preferably assigned to each wheel axle. Accordingly, each steering gear is suitable for deflecting two wheels. The regulation and control device can be part of a vehicle control of the protected vehicle. The regulation and control device can be operatively connected to the steering gears via wireless or wired data connections. The regulation and control device can include, for example, a computing unit and/or a memory unit. Each steering gear has a drive or actuator, which drives the respective steering gear to deflect the wheels assigned to the respective steering gear. This drive or actuator can be controlled by the regulation and control device for controlling the steering gear.

In the present case, the “actual direction” of the protected vehicle is to be understood as meaning a direction along which the protected vehicle is moving. Accordingly, the “target direction” is to be understood as meaning a direction along which the protected vehicle is intended to move. The actual direction can deviate from the desired direction because, for example, one or more of the wheels or one or more of the steering gears are damaged, so that this damage means that the protected vehicle does not move along the desired desired direction, but moved along the actual direction.

The regulation and control device can detect the deviation of the actual direction from the target direction, for example using suitable sensors, and control the steering gear to deflect the wheels in such a way that the protected vehicle does not move along the actual direction but along the target direction moved and does not deviate from it. Accordingly, “compensation” means that the regulation and control device deflects the wheels in such a way that the protected vehicle is always kept in the target direction and does not deviate from the target direction, or at least only minimally. Compensating may be yaw angle compensation. Therefore, the terms "compensation" and "yaw angle compensation" can be interchanged at will. "Yaw" means a rotation of the vehicle around the y-direction.

According to one embodiment, the regulating and control device controls the steering gears differently to compensate for the deviation of the actual direction from the desired direction in order to deflect the wheels to different extents and/or in different directions.

Thus, the regulation and control device can control each steering gear independently of the other steering gears. The wheels assigned to the respective steering gear can be deflected to different extents on the one hand and in different directions on the other hand. Accordingly, the wheels associated with a common wheel axle can each be deflected the same distance and in the same direction.

According to a further embodiment, each steering gear has a sensor for detecting forces acting on the respective steering gear, with the regulating and control device calculating the deviation of the actual direction from the desired direction on the basis of the forces detected.

In particular, the regulating and control device calculates a total force resulting from the forces detected. In particular, the regulating and control device calculates both an amount and a direction of action of this resulting total force. The regulating and control device can use the determined direction of action of the resulting total force to determine the deviation of the actual direction from the desired direction. The sensors can have load cells or strain gauges.

According to a further embodiment, the protected vehicle also comprises a weapon station which is set up to carry out a target acquisition of an object, the regulation and control device determining the deviation of the actual direction from the desired direction using a relative movement of the object during the travel movement target-sensing weapon station calculated to the protected vehicle, or the regulation and control device calculates the deviation of the actual direction from the target direction based on a relative movement of the protected vehicle to the object.

The object can, for example, be a target to be fought, a terrain formation, a tree, a building, another vehicle or the be the same. The object can move or be immobile. This means in particular that the protected vehicle can move relative to the object. The regulation and control device can detect the relative movement of the weapon station relative to the protected vehicle. For this purpose, a rotation angle sensor can be provided, for example, which is set up to detect the movement of the weapon station relative to the protected vehicle. The weapon station is always aimed at the object, even during the travel movement, whereas the protected vehicle moves relative to the weapon station during the travel movement and, in particular, can rotate relative to the weapon station aimed at the object. The weapon station thus points in the desired direction, while the protected vehicle moves along the actual direction. The deviation of the actual direction from the desired direction can thus be detected on the basis of the relative movement of the weapon station relative to the protected vehicle. Alternatively, the weapon station can be stationary relative to the protected vehicle. In this case, the regulation and control device calculates the deviation of the actual direction from the target direction based on the movement of the protected vehicle relative to the object. For this purpose, a distance measurement between the protected vehicle and the object can be provided. The distance can be measured, for example, using a laser. In the present case, the fact that the weapon station "always detects the object" means in particular that the weapon station remains aimed at the object even when the protected vehicle moves. The weapon station can remain aimed at the object at all times or only at times.

According to a further embodiment, the weapon station has a sensor system for targeting the object, the weapon station together with the sensor system being mounted on the protected vehicle such that it can rotate about an axis of rotation.

The weapon station preferably comprises a turret mounted on the protected vehicle such that it can rotate about the axis of rotation, a weapon and the sensor system. An evaluation unit can be assigned to the sensor system. The evaluation unit can communicate with the regulation and control device. The evaluation unit can be part of the regulation and control device. The evaluation unit and the sensors together form a fire control system for the protected vehicle. The fire control system can be part of the regulation and control system. The sensor system is set up to emit and receive electromagnetic radiation in order to detect the object. For this purpose, the sensor system can receive electromagnetic radiation reflected by the object. The sensors include any sensors. For example, the sensor system can have acoustic sensors, optical sensors, temperature sensors, pressure sensors, humidity sensors or the like. The sensor system can have, for example, a camera, in particular an infrared camera, a radar antenna, a device for generating laser beams, a lidar system (Light Detection And Ranging, lidar) or the like.

According to a further embodiment, the protected vehicle comprises an optical sensor which is permanently mounted on the protected vehicle and is set up to detect an object, with the regulating and control device measuring the deviation of the actual direction from the desired direction based on a movement of the protected Vehicle calculated relative to the object.

In the present case, the fact that the sensor is “fixedly” mounted on the protected vehicle means in particular that the sensor, for example in contrast to the previously mentioned sensors of the weapon station, cannot move relative to the protected vehicle. The sensor can be a camera, for example an infrared camera. The sensor is set up to capture an environment of the protected vehicle together with the object. The sensor thus captures an image of the environment. If the protected vehicle now moves in relation to the object, the object in the image captured by the sensor moves across the image. This virtual movement of the object can be used to calculate the deviation of the actual direction from the target direction.

According to a further embodiment, the protected vehicle also includes an input device for controlling the steering gear, the input device being mechanically decoupled from the steering gear.

With the help of the input device it is possible to control the steering gear in order to steer the wheels. For this purpose, the input device communicates with the regulation and control device, which in turn controls the steering gear. Wired and/or wireless data connections can be provided for this purpose. The steering gear is preferably controlled via the drive or actuator of the respective steering gear. In the present case, the fact that the input device is “mechanically decoupled” from the steering gears means in particular that no mechanical connection is provided between the input device and the steering gears. The protected vehicle is thus steered in a so-called drive-by-wire operation. In the present case, "drive by wire" means that the respective steering gear is not directly connected to the input device, but that the input device sends a signal to the previous one mentioned drive or actuator of the respective steering gear sends to deflect the wheels accordingly. The input device is operatively connected to the steering gears in particular via the regulating and control device. However, there can also be a direct operative connection between the input device and the steering gears without the interposition of the regulating and control device. In the simplest case, the input device can be a steering wheel that is permanently connected to the protected vehicle. However, the input device can also be a joystick, a tablet or the like. The input device does not have to be permanently connected to the protected vehicle. The input device can also be removed or disconnected from the protected vehicle. The input device can thus be portable. There can be multiple input devices. For example, one input device may be provided for the vehicle driver and another input device for a commander of the protected vehicle. In the event that the input device is portable and therefore not permanently connected to the protected vehicle, the protected vehicle can also be remotely controlled with this portable input device.

Furthermore, a method for operating a protected vehicle, in particular a hybrid vehicle, is proposed, the protected vehicle having a plurality of wheels, a plurality of steering gears for deflecting the wheels and a regulating and control device for actuating the steering gears. The method comprises the following steps: a) detecting a deviation of an actual direction of the protected vehicle from a target direction of the protected vehicle during a travel movement of the protected vehicle, and b) compensating for the deviation of the actual direction from the target direction during of the driving movement by controlling the steering gear to deflect the wheels.

Steps a) and b) are preferably carried out simultaneously. In this case, steps a) and b) can be carried out with the aid of the closed-loop and open-loop control device of the protected vehicle. This means in particular that the regulation and control device recognizes the deviation and compensates for the deviation. This is done automatically or automatically. Compensating for the deviation of the actual direction from the target direction during step b) takes place in that the steering gear is controlled in such a way that the vehicle always moves in the target direction during the driving movement and not from this into the actual direction.

According to one embodiment, the steering gears are controlled differently during step b), so that the wheels are deflected to different extents and/or in different directions.

The wheels of a wheel axle are each deflected the same distance and in the same direction. This means in particular that steering gears of different wheel axles are controlled differently, so that the wheels of the wheel axles that differ from one another are deflected to different extents and/or in different directions.

According to a further embodiment, forces acting on the steering gear are detected during step a), the deviation of the actual direction from the desired direction being calculated using the forces.

In particular, at least one sensor is assigned to each steering gear for detecting the forces. The sensor can include, for example, a load cell, a strain gauge or the like. The regulating and control device can use the detected forces to calculate a resultant total force as mentioned above. The deviation of the actual direction from the target direction can be detected or calculated on the basis of a direction of action of the resulting total force.

According to a further embodiment, step a) is carried out using a weapon station for targeting an object.

The weapon station is preferably movable with respect to the protected vehicle, in particular rotatable with respect to the protected vehicle. The weapon station is assigned a sensor system, as mentioned above, which is used for targeting the object. While the protected vehicle is moving, the sensor system always remains directed towards the object, so that the weapon station itself does not move in relation to the object, in particular does not rotate, but the protected vehicle itself moves in relation to the weapon station.

According to a further embodiment, during step a), the object is always targeted during the travel movement, with the deviation of the actual direction from the target direction being calculated using a relative movement of the weapon station, which is always target-detecting the object during the travel movement, to the vehicle.

In the present case, the fact that the object is “always on target” is to be understood in particular as meaning that the sensors are always directed at the object, even when the protected vehicle is moving, so that only the protected vehicle moves relative to the object, but not the weapon station . In particular, this twists protected vehicle when the actual direction deviates from the target direction in relation to the weapon station.

According to a further embodiment, during step a), the object is always targeted during the travel movement, with the deviation of the actual direction from the target direction being calculated using a relative movement of the vehicle to the object.

In this case, the weapon station is preferably fixed with respect to the protected vehicle. The sensors of the weapon station can then record the environment of the protected vehicle including the object. If the protected vehicle deviates from its target direction in the actual direction, the object moves across the image within an image captured by the sensors. This virtual movement of the object over the image captured by the sensors can be used to calculate the deviation of the actual direction from the target direction.

According to a further embodiment, step a) is carried out using an optical sensor mounted permanently on the protected vehicle, the deviation of the actual direction from the target direction being calculated using a relative movement of the protected vehicle to the object.

The sensor can be a camera. In contrast to the sensors of the weapon station, the sensor does not move in relation to the protected vehicle. The sensor is thus fixed. The sensor can also capture an image of the surroundings of the protected vehicle, including the object, as mentioned above. In this case, too, the object moves virtually in this image captured by the sensor. The deviation of the actual direction from the target direction can thus be calculated based on the movement of the object or based on the movement of the protected vehicle relative to the object.

According to a further embodiment, the method is carried out when one of the steering gears is damaged in such a way that the wheels assigned to the damaged steering gear cannot be steered.

In other words, the steering gear is blocked, so that the wheels associated with the steering gear cannot be deflected, fully deflected, or partially deflected. In this case, the damaged steering gear causes the protected vehicle to yaw around the y-direction. The undamaged steering gears are then actuated by the regulating and control device in such a way that yaw angle compensation is carried out in such a way that the actual direction does not deviate from the target direction, or at least as little as possible, and the protected vehicle moves along the target direction.

The embodiments and features described for the proposed protected vehicle apply accordingly to the proposed method and vice versa.

"A" is not necessarily to be understood as being limited to exactly one element. Rather, a plurality of elements, such as two, three or more, can also be provided. Any other count word used here should also not be understood to mean that there is a restriction to precisely the stated number of elements. Rather, numerical deviations upwards and downwards are possible, unless otherwise stated.

Further possible implementations of the protected vehicle and/or the method also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. The person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the protected vehicle and/or the method.

• 1 zeigt eine schematische Seitenansicht einer Ausführungsform eines geschützten Fahrzeugs;
• 2 zeigt eine schematische Aufsicht des geschützten Fahrzeugs gemäß 1;
• 3 zeigt eine weitere schematische Aufsicht des geschützten Fahrzeugs gemäß 1; und
• 4 zeigt ein schematisches Blockdiagramm einer Ausführungsform eines Verfahrens zum Betreiben des geschützten Fahrzeugs gemäß 1.

Further advantageous refinements and aspects of the protected vehicle and/or the method are the subject of the dependent claims and the exemplary embodiments of the protected vehicle and/or the method described below. The protected vehicle and/or the method are explained in more detail below on the basis of preferred embodiments with reference to the enclosed figures.

• 1 shows a schematic side view of an embodiment of a protected vehicle;
• 2 shows a schematic plan view of the protected vehicle according to FIG 1 ;
• 3 shows another schematic plan view of the protected vehicle according to FIG 1 ; and
• 4 10 shows a schematic block diagram of an embodiment of a method for operating the protected vehicle according to FIG 1 .

Elements that are the same or have the same function have been provided with the same reference symbols in the figures, unless otherwise stated.

The 1 shows a schematic side view of an embodiment of a protected vehicle 1. The 2 shows a schematic plan view of the protected vehicle 1 1 and 2 referenced at the same time.

The protected vehicle 1 is simply referred to below as a vehicle. The vehicle 1 can be a military vehicle, in particular a military utility vehicle. The vehicle 1 can therefore also be referred to as a military vehicle or as a military utility vehicle. In particular, the vehicle 1 is an armored transport vehicle. The vehicle 1 comprises a protected passenger compartment or vehicle compartment 2. The vehicle compartment 2 is protected against fire, booby traps, improvised explosive devices (IED), mines or the like. The vehicle cell 2 can be a vehicle tub and can therefore also be referred to as such. The terms "vehicle cell" and "vehicle tub" can therefore be interchanged as desired. The vehicle 1 can be armed.

The vehicle cell 2 is armored. The vehicle cell 2 encloses an interior 3 in which a crew of the vehicle 1 can stay. The interior 3 is accessible from an area 4 of the vehicle 1 via doors and/or hatches (not shown). The interior space 3 can be divided into several sections or rooms, which can be separated from each other. For example, the interior 3 can be divided into a machine room, a crew room and/or a vehicle driver's room. However, this is not mandatory.

The vehicle cell 2 can also be replaced at least partially or completely in a modular manner. In this case, the vehicle 1 can have different mission modules that can be exchanged as desired. A medical module can be mentioned as an example of such a mission module. However, this modular structure explained above is arbitrary.

The vehicle 1 can be a wheeled vehicle. The vehicle 1 comprises a plurality of wheel axles 5, 6, 7, 8 on which wheels 9, 10, 11, 12 are provided. In the present case, a “wheel axle” is to be understood as an axle about which the respective wheel 9, 10, 11, 12 rotates. Each wheel 9, 10, 11, 12 preferably has an independent wheel suspension and no rigid axle. In this case, each wheel axle 5, 6, 7, 8 is assigned two independent wheel suspensions. However, a rigid axle is not excluded. For example, four wheel axles 5, 6, 7, 8 with eight wheels 9, 10, 11, 12 are provided. The number of wheel axles 5, 6, 7, 8 is basically arbitrary.

For example, four wheel axles 5, 6, 7, 8 or three wheel axles 5, 6, 7, 8 can be provided. In particular, a foremost or first wheel axle 5, a second wheel axle 6, a third wheel axle 7 and a fourth or last wheel axle 8 can be provided.

Two wheels 9, 10, 11, 12 are assigned to each wheel axle 5, 6, 7, 8. It is assumed below that four wheel axles 5, 6, 7, 8 with a total of eight wheels 9, 10, 11, 12 are provided. At least the wheels 9, 10 are steerable. However, all wheels 9, 10, 11, 12 are preferably steerable. The vehicle 1 preferably has all-wheel drive. That is, all wheel axles 5, 6, 7, 8 are driven.

The vehicle 1 can have an internal combustion engine 13 . With the help of the internal combustion engine 13, the wheels 9, 10, 11, 12 or at least some of the wheels 9, 10, 11, 12 can be driven. The internal combustion engine 13 can be a diesel engine. The vehicle 1 is a hybrid vehicle and can therefore also be referred to as such, in particular as a protected hybrid vehicle. This means that the vehicle 1 comprises at least one electric motor, in particular in the form of a wheel hub motor 14, 15, 16, 17.

Each wheel 9, 10, 11, 12 is preferably assigned a wheel hub motor 14, 15, 16, 17. The wheel hub motors 14, 15, 16, 17 are electric motors. The wheel hub motors 14, 15, 16, 17 can therefore also be referred to as wheel hub electric motors. The internal combustion engine 13 can be used to drive a generator that supplies the wheel hub motors 14, 15, 16, 17 with electrical energy. The internal combustion engine 13 can drive the wheels 9, 10, 11, 12 directly or indirectly via the generator and the wheel hub motors 14, 15, 16, 17.

A coordinate system with a length direction or x-direction x, a vertical direction or y-direction y and a depth direction or z-direction z is assigned to the vehicle 1 . The directions x, y, z are oriented perpendicular to one another. A direction of gravity g can be oriented essentially opposite to the y-direction y. The vehicle 1 can move along a direction of travel F and counter to the direction of travel F on a floor or subsurface 18 . The direction of travel F can be oriented along the x-direction x. The ground 18 can be a roadway or any terrain.

Each wheel axle 5, 6, 7, 8 is assigned a steering gear 19, 20, 21, 22. With the help of the respective steering gear 19, 20, 21, 22, the wheels 9, 10, 11, 12 of each wheel axle 5, 6, 7, 8 can be deflected become. For this purpose, each steering gear 19, 20, 21, 22 is assigned a drive or an actuator. The drive can include an electric motor or a hydraulic motor.

A first steering gear 19 assigned to the first wheel axle 5, a second steering gear 20 assigned to the second wheel axle 6, a third steering gear 21 assigned to the third wheel axle 7 and a fourth steering gear 22 assigned to the fourth wheel axle 12 are provided. With the help of the steering gear 19, 20, 21, 22, the wheels 9, 10, 11, 12 can be deflected, as in FIG 2 based on the third steering gear 21 and the wheels 11 of the third wheel axle 7 is shown.

A sensor 23, 24, 25, 26 is assigned to each steering gear 19, 20, 21, 22. With the help of the sensors 23, 24, 25, 26 restoring forces can be detected. A regulating and control device 27 of vehicle 1 can evaluate sensor signals from sensors 23, 24, 25, 26. For this purpose, a wireless or wired data connection can be provided between the sensors 23, 24, 25, 26 and the regulating and control device 27. The regulation and control device 27 can be part of a vehicle control of the vehicle 1 . The regulation and control device 27 can have a computing unit and/or a memory unit, for example. The regulating and control device 27 is also set up to activate the steering gears 19, 20, 21, 22 in order to deflect the wheels 9, 10, 11, 12.

The vehicle 1 is armed with a weapon station 28 . The weapon station 28 includes a turret 29 which carries a weapon 30, for example an automatic cannon. The weapon 30 is a primary weapon of the vehicle 1. The vehicle 1 can also have a secondary weapon (not shown), for example in the form of a machine gun. The turret 29 together with the weapon 30 can be rotated about an axis of rotation 31 in relation to the vehicle 1 , in particular in relation to the vehicle cell 2 . A suitable drive system is provided for this purpose. The axis of rotation 31 runs parallel to the y-direction y or coincides with it. The weapon 30 can also be raised and lowered. For this purpose, the weapon 30 can be tilted about the z-direction z or about an axis arranged parallel to the z-direction z.

The weapon station 28 has a sensor system 32 for detecting any objects 33 . The object 33 can be, for example, a target to be attacked, a terrain formation, a tree, a building, another vehicle or the like. The object 33 can move or be stationary. That means in particular that the vehicle 1 can move relative to the object 33 . The sensor system 32 is set up to emit and receive electromagnetic radiation 34 in order to detect the object 33 . For this purpose, the sensor system 32 can receive electromagnetic radiation 34 reflected by the object 33 .

The sensor system 32 includes any sensors. For example, the sensor system 32 can have acoustic sensors, optical sensors, temperature sensors, pressure sensors, humidity sensors or the like. The sensor system 32 can have, for example, a camera, in particular an infrared camera, a radar antenna, a device for generating laser beams, a lidar system (Light Detection And Ranging, LIDAR) or the like.

An evaluation unit 35 is assigned to the sensor system 32 . The evaluation unit 35 and the sensor system 32 are part of a fire control system 36 of the vehicle 1. The fire control system 36 can control the weapon 30 based on sensor signals from the sensor system 32 in order to combat the object 33. The evaluation unit 35 is operatively connected to the sensor system 32 via a wireless or wired data connection (not shown). The evaluation unit 35 can be part of the regulation and control device 27 or at least be operatively connected to it.

The vehicle 1 can also have an optical sensor 37 . The sensor 37 can be provided in addition to or as an option to the sensor system 32 . The sensor 37 can be a camera that has target detection. The sensor 37 is also suitable for detecting the object 33 . The regulating and control device 27 can communicate with the sensor 37 via a wireless or wired data connection and can thus evaluate sensor signals from the sensor 37 . Furthermore, optionally or alternatively, a data connection to the evaluation unit 35 can also be provided, so that the evaluation unit 35 can also evaluate sensor signals of the sensor 37 .

The vehicle 1 has an input device 38 . With the help of the input device 38 it is possible to control the steering gear 19, 20, 21, 22 in order to deflect the wheels 9, 10, 11, 12. For this purpose, the input device 38 communicates with the regulating and control device 27, which in turn controls the steering gear 19, 20, 21, 22. Wired and/or wireless data connections can be provided for this purpose. There is therefore no mechanical connection between the input device 38 and the steering gears 19, 20, 21, 22.

In the simplest case, the input device 38 can be a steering wheel permanently connected to the vehicle 1 . However, the input device 38 can also be a joystick, a tablet or the like. The input device 38 does not have to be permanently connected to the vehicle 1 . The input device 38 can also be removed or disconnected from the vehicle 1 . The input device 38 can thus be portable. In this case, the input device 38 can be operatively connected to the regulation and control device 27 via a wireless data connection.

Multiple input devices 38 may be present. For example, one input device 38 can be provided for a vehicle driver and another input device 38 for a commander of the vehicle 1 . If the input device 38 is portable and therefore not permanently connected to the vehicle 1 , the vehicle 1 can be remotely controlled with this portable input device 38 .

Various reasons can lead to the steering of the vehicle 1 no longer functioning or at least being restricted. For example, one of the steering gears 19, 20, 21, 22 can be blocked. A blockage or damage to the respective steering gear 19, 20, 21, 22 can be caused, for example, by mechanical failure, bombardment or a mine attack on the vehicle 1. The steering can also be impaired because other components of a chassis of the vehicle 1 are damaged.

In the present example according to the 2 the third steering gear 21 is damaged, in particular blocked. This means that the wheels 11 of the third wheel axle 7 can no longer be steered, but the wheels 11 are turned in. The third steering gear 21 can block in any position. The wheels 11 can be fully turned, not turned or, as in the 2 shown to be partially knocked in. In this example, the vehicle 1 would make a slight left turn along a direction R deviating from the direction of travel F, although the driver of the vehicle 1 would like to drive straight ahead and the input device 38, for example in the form of a steering wheel, is in its neutral position.

The 3 shows another schematic top view of the vehicle 1.

In the 3 the weapon station 28, the steering gear 19, 20, 21, 22 with their sensors 23, 24, 25, 26 and the sensor 37 are not shown to improve the overview. As previously mentioned, each steering gear 19, 20, 21, 22 includes at least one sensor 23, 24, 25, 26, which measures how high a respective force F1, F2, F3, F4, F5, F6 is, which is from the outside on the respective steering gear 19, 20, 21, 22 acts.

The sensors 23, 24, 25, 26 are used to provide the vehicle driver with feedback on the forces F1, F2, F3, F4, F5, F6 in what is known as drive-by-wire operation of the vehicle 1. In the present case, "drive by wire" means that the respective steering gear 19, 20, 21, 22 is not directly connected to the input device 38 of the vehicle 1, but that the input device 38 sends a signal to the aforementioned drive or actuator of the respective Steering gear 19, 20, 21, 22 sends to deflect the wheels 9, 10, 11, 12 accordingly. The input device 38 is operatively connected to the steering gears 19 , 20 , 21 , 22 in particular via the regulating and control device 27 . However, there can also be a direct operative connection of the input device 38 with the steering gears 19, 20, 21, 22 without the interposition of the regulating and control device 27.

If the vehicle 1 now moves in a straight line along the direction of travel F or also on a curved path, different forces F1, F2, F3, F4, F5, F6 act. The forces F1, F2, F3, F4, F5, F6, namely their magnitude and their direction of action, are measured using the sensors 23, 24, 25, 26. This then results in a resulting total force FG. The resulting total force FG can be calculated by the regulating and control device 27 using the measured forces F1, F2, F3, F4, F5, F6.

It is stored in the regulation and control device 27 that the vehicle 1 would have to drive in a desired direction with a steering wheel position of the input device 38 of 0°. The desired direction asoll corresponds to the direction of travel F. The calculation of the resulting total force FG shows, however, that the vehicle 1 is moving in an actual direction aactual that deviates from the target direction asetpoint or is at least tending towards the actual direction aactual. The regulating and control device 27 can thus determine the deviation of the actual direction aactual from the desired direction asoll.

The deviation of the actual direction aactual from the desired direction asoll can also be described using a so-called yaw angle or referred to as such. In the present case, “yaw” is to be understood in particular as meaning a rotation of the vehicle 1 about the y-direction y. A possible deviation from a specified path is to be compensated for by the vehicle 1 independently. In other words, the vehicle 1 should countersteer independently.

Suitable countermeasures can be taken so that the vehicle 1 does not move along the actual direction aactual, but rather along the desired direction asoll. Under "Measures" there is a link to the other In particular, wheel axles 5, 6, 8 that are not defective are meant. This can be done in that the regulating and control device 27 controls the steering gears 19, 20, 22 of the wheel axles 5, 6, 8 to deflect the wheels 9, 10, 12. In their deflected state, the wheels 9, 10, 12 are in the 3 shown with dashed lines and provided with the reference numerals 9', 10', 12'.

On the basis of the measurement of the forces F1, F2, F3, F4, F5, F6, the regulating and control device 27 calculates a suitable position for the remaining steering gears 19, 20, 22, so that the vehicle 1 can go straight again or almost straight along the target drives in the direction of asoll. The regulating and control device 27 or software stored in the regulating and control device 27 thus ensures either that the resulting total force FG is equal to zero or that the actual direction aactual corresponds to the setpoint direction asoll. In the present example, the wheels 9, 10 are deflected to the right, viewed along the direction of travel F, whereas the wheels 12 are deflected to the left.

It can make sense not only to optimize the directional stability of the vehicle 1, but also criteria such as wear, energy consumption and/or the heat signature can be taken into account in the correction. Optimization is therefore carried out in particular with regard to reducing wear, energy consumption and the heat signature of the vehicle 1. As a result, the input device 38 should be straight or in a neutral position, even if none of the wheels 9, 10, 11, 12 are any longer points exactly in the direction of travel F. An artificial straight line is generated.

In addition to measuring the forces F1, F2, F3, F4, F5, F6 using the sensors 23, 24, 25, 26, the deviation of the actual direction aactual from the target direction asoll can also be measured using the weapon station 28, in particular the Sensor 32 of the weapon station 28, and / or using the sensor 37 are detected. The determination of the deviation of the actual direction aactual from the desired direction asoll by means of the weapon station 28 or the optical sensor 37 is basically based on the same principle.

A relative angle of the weapon 30 to the vehicle 1 is stored in the evaluation unit 35 of the fire control system 36 . The angle can be detected using a rotation angle sensor, for example. The angle of rotation sensor can be part of the sensor system 32 . This angle is recorded very precisely in real time, since objects 33 may have to be recorded at a great distance. For this purpose, the sensor system 32 of the weapon station 28 detects the object 33 at a great distance.

With the vehicle 1 - a straight ahead along the direction of travel F initiated - for simplification. If a wheel axle 5, 6, 7, 8, for example the third wheel axle 7, is not in a straight position, the wheels 9, 10, 11, 12 generate a certain yawing moment, which acts on the vehicle 1 and causes it to rotates in direction R, which differs from the direction of travel F. The object 33 at a great distance will accordingly change its position relative to the vehicle 1 .

In order to now detect the deviation of the actual direction aactual from the desired direction asoll, there are two options explained below. First, the weapon 30 can continue to be accurately aimed at the object 33. The vehicle 1 then practically turns away from under the weapon 30 . By measuring the angle of the weapon 30 relative to the vehicle 1, the evaluation unit 35 or regulation and control device 27 knows the exact deviation of the actual direction aactual from the desired direction asoll. The remaining wheels 9, 10, 12 can then be deflected, as explained above.

Second, the weapon 30 or the sensor 37 can remain rigidly connected to the vehicle 1 . That means in particular that the weapon 30 and/or the sensor 37 do not change their position relative to the vehicle 1 . The object 33 in the far distance then moves with respect to the vehicle 1 or an image of the surroundings 4 captured by the sensor system 32 and/or the sensor 37. The stationary object 33 therefore moves from one point to another point. With information about the distance of the object 33 from the vehicle 1, for example via a laser detection or the like, the deviation of the actual direction aactual from the desired direction asoll can then also be determined. Depending on the deviation, the wheels 9, 10, 12 can then, as previously described, be deflected in order to achieve a correction.

With the help of the vehicle 1 or with the help of a method carried out with the help of the vehicle 1 as described above, it is thus possible to carry out a yaw angle compensation. In particular, the yaw angle compensation is carried out in the vehicle 1 with a plurality of wheel axles 5, 6, 7, 8 that can be steered independently of one another. If the steering of one wheel axle 5, 6, 7, 8 fails, it may be that the vehicle 1 tends to independently steer in the undesired direction R or turn away. With the help of the procedure explained above, it is now possible to fully or partially compensate for this undesired yaw angle.

If such a yaw angle compensation is not possible, a large part of the capacities of the vehicle driver, since he must actively counteract this situation by means of the input device 38, for example in the form of a steering wheel, a joystick or the like. Failure to compensate can also lead to greater wear on the wheels 9, 10, 11, 12 and/or the wheel axles 5, 6, 7, 8 and to increased energy consumption and a negative heat signature. The aforementioned disadvantages can be remedied with the vehicle 1 or with the procedure described above.

The driver of the vehicle does not have to keep the vehicle 1 in lane himself and can thus use his capacities more sensibly. By suitably positioning the wheels 9, 10, 11, 12, an optimal result can be achieved with regard to wear, energy consumption and the heat signature. The vehicle 1 is less complex, less expensive, requires less maintenance and is more fail-safe.

The 4 shows a schematic block diagram of an embodiment of a method for operating the vehicle 1.

The procedure was previously with reference to the 1 until 3 explained. However, the procedure is briefly summarized again below. The method includes a step S1 of detecting a deviation of the actual direction aactual from the target direction asoll while the vehicle 1 is moving.

In a step S2, the deviation of the actual direction aactual from the desired direction asoll is compensated during the driving movement by the steering gear 19, 20, 21, 22 for deflecting the wheels 9, 10, 11, 12 being actuated. In this case, “compensate” means that the vehicle 1 is always kept in the desired direction and does not deviate from it.

During step S2, the steering gears 19, 20, 21, 22 can be controlled differently, so that the wheels 9, 10, 11, 12 are deflected to different extents and/or in different directions. Wheels 9, 10, 11, 12 of a common wheel axle 5, 6, 7, 8 are always deflected the same distance and in the same direction.

During step S1, the forces F1, F2, F3, F4, F5, F6 acting on the steering gear 19, 20, 21, 22 can be detected using the sensors 23, 24, 25, 26, with the deviation from the actual direction aactual is calculated from the desired direction asoll using the forces F1, F2, F3, F4, F5, F6. The calculation is preferably carried out with the aid of the regulating and control device 27. For this purpose, the regulating and control device 27 can evaluate sensor signals from the sensors 23, 24, 25, 26 and the steering gears 19, 20, 21, 22 for deflecting the wheels 9, 10, 11, 12 based on these sensor signals.

Step S1 can be carried out using the weapon station 28 for targeting the object 33. For this purpose, during step S1, the object 33 is always targeted during the driving movement of the vehicle 1, the deviation of the actual direction aactual from the target direction asoll based on a relative movement of the weapon station 28, which is always targeting the object 33 during the driving movement, to the vehicle 1 is calculated.

The fact that the object 33 is "always on target" means in the present case in particular that the weapon 30 or the sensor system 32 remains aimed at the object 33 during the driving movement of the vehicle 1, so that the object 33 from the point of view of the weapon 30 or the sensor system 32 not moved. The sensor system 32 can always be aimed at the object 33 . However, the sensor system 32 can also be aimed at the object 33 only at times. The vehicle 1, on the other hand, twists in relation to the weapon station 28 or in relation to the object 33 when the actual direction aactual deviates from the desired direction asoll. The object 33 can stand still or move.

During step S1, the object 33 can always be detected during the driving movement, with the deviation of the actual direction aactual from the target direction asoll being calculated using a relative movement of the vehicle 1 to the object 33. In this case, the weapon station 28 is stationary and cannot rotate about the axis of rotation 31 relative to the vehicle 1 . The sensor system 32 can capture an image or a recording of the surroundings 4 together with the object 33 .

If the vehicle 1 now deviates from the desired direction asoll in the actual direction aactual, the object 33 moves over this captured image. On the basis of a distance measurement to the object 33, which can be carried out with the aid of the sensor system 32, the regulating and control device 27 can now calculate the deviation of the actual direction aactual from the desired direction asoll.

Step S1 can additionally or alternatively be carried out with the aid of sensor 37 permanently mounted on vehicle 1, with the deviation of actual direction aactual from target direction asoll being calculated using a relative movement of vehicle 1 to object 33. In this case, too, the sensor 37 captures an image or an image of the surroundings 4 together with the object 33. The calculation of the deviation of the actual direction aactual from the target direction asoll can then, as before explained with reference to the fixed weapon station 28 can be performed.

The method is preferably carried out as soon as the vehicle 1 changes from stationary to moving. The regulation and control device 27 can thus carry out the method in an automated manner. Alternatively, the driver of the vehicle can also start the method if he detects damage to one of the steering gears 19, 20, 21, 22. This detection can also be carried out automatically.

Alternatively, the method can only be carried out if one of the steering gears 19, 20, 21, 22 is damaged in such a way that the wheels 9, 10, 11, 12 assigned to the damaged steering gear 19, 20, 21, 22 cannot be steered. The start of the method can be started automatically using sensor data, for example from sensors 23, 24, 25, 26.

Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

Reference List

1

vehicle

2

vehicle cell

3

inner space

4

Vicinity

5

wheel axle

6

wheel axle

7

wheel axle

8th

wheel axle

9

wheel

9'

wheel

10

wheel

10'

wheel

11

wheel

12

wheel

12'

wheel

13

combustion engine

14

wheel hub motor

15

wheel hub motor

16

wheel hub motor

17

wheel hub motor

18

underground

19

steering gear

20

steering gear

21

steering gear

22

steering gear

23

sensor

24

sensor

25

sensor

26

sensor

27

Regulating and control device

28

weapon station

29

Tower

30

weapon

31

axis of rotation

32

sensors

33

object

34

electromagnetic radiation

35

evaluation unit

36

fire control system

37

sensor

38

input device

f

driving direction

FG

total force

F1

Power

F2

Power

F3

Power

F4

Power

F5

Power

F6

Power

G

direction of gravity

R

Direction

S1

Step

S2

Step

x

x direction

y

y direction

e.g

z direction

is

actual direction

ashould

target direction

Claims (15)

Protected vehicle (1), in particular a hybrid vehicle, with several wheels (9, 9', 10, 10', 11, 12, 12'), several steering gears (19, 20, 21, 22) for the off steering the wheels (9, 9', 10, 10', 11, 12, 12'), and a regulating and control device (27) for actuating the steering gear (19, 20, 21, 22), the regulating and Control device (27) is set up to detect a deviation of an actual direction (aist) of the protected vehicle (1) from a desired direction (asoll) of the protected vehicle (1) during a travel movement of the protected vehicle (1), and wherein the regulating and control device (27) is set up to control the steering gear (19, 20, 21, 22) for deflecting the wheels (9, 9', 10, 10', 11, 12, 12') in order to Compensate for deviations in the actual direction (aist) from the target direction (aset) during the travel movement. Protected vehicle after claim 1 , characterized in that the regulating and control device (27) to compensate for the deviation of the actual direction (aist) from the desired direction (asoll) controls the steering gear (19, 20, 21, 22) differently in order to rotate the wheels ( 9, 9', 10, 10', 11, 12, 12') to different extents and/or in different directions. Protected vehicle after claim 1 or 2 , characterized in that each steering gear (19, 20, 21, 22) has a sensor (23, 24, 25, 26) for detecting forces (F1, F2, F3, F4, F5, F6); , F6) are calculated. Protected vehicle according to one of Claims 1 - 3 , characterized by a weapon station (28) which is set up to carry out a target acquisition of an object (33), wherein the regulation and control device (27) uses the deviation of the actual direction (aist) from the desired direction (asoll). a relative movement of the weapon station (28), which is always targeting the object (33) during the travel movement, to the protected vehicle (1), or the regulating and control device (27) calculates the deviation of the actual direction (aact) from the target direction (asoll) calculated based on a relative movement of the protected vehicle (1) to the object (33). Protected vehicle after claim 4 , characterized in that the weapon station (28) has a sensor system (32) for target detection of the object (33), the weapon station (28) together with the sensor system (32) being rotatable about an axis of rotation (31) on the protected vehicle (1) is stored. Protected vehicle according to one of Claims 1 - 5 , characterized by an optical sensor (37) permanently mounted on the protected vehicle (1) and set up to detect an object (33), the regulating and control device (27) determining the deviation from the actual direction (aist) calculated from the desired direction (asoll) based on a movement of the protected vehicle (1) relative to the object (33). Protected vehicle according to one of Claims 1 - 6 , characterized by an input device (38) for controlling the steering gear (19, 20, 21, 22), wherein the input device (38) from the steering gear (19, 20, 21, 22) is mechanically decoupled. Method for operating a protected vehicle (1), in particular a hybrid vehicle, the protected vehicle (1) having a plurality of wheels (9, 9', 10, 10', 11, 12, 12'), a plurality of steering gears (19, 20, 21 , 22) for deflecting the wheels (9, 9', 10, 10', 11, 12, 12'), and a regulating and control device (27) for actuating the steering gear (19, 20, 21, 22), with the following steps: a) detection (S1) of a deviation of an actual direction (aist) of the protected vehicle (1) from a desired direction (asoll) of the protected vehicle (1) during a travel movement of the protected vehicle (1), and b) Compensation (S2) of the deviation of the actual direction (aist) from the desired direction (asoll) during the driving movement, in that the steering gear (19, 20, 21, 22) for deflecting the wheels (9, 9', 10 , 10', 11, 12, 12') can be controlled. procedure after claim 8 , characterized in that during step b) the steering gears (19, 20, 21, 22) are controlled differently, so that the wheels (9, 9', 10, 10', 11, 12, 12') have different widths and /or be deflected in different directions. procedure after claim 8 or 9 , characterized in that during step a) forces (F1, F2, F3, F4, F5, F6) acting on the steering gear (19, 20, 21, 22) are detected, the deviation from the actual direction (aact) is calculated from the target direction (atarget) using the forces (F1, F2, F3, F4, F5, F6). Procedure according to one of Claims 8 - 10 , characterized in that step a) is carried out with the aid of a weapon station (28) for targeting an object (33). procedure after claim 11 , characterized in that during step a) the object (33) is always targeted during the driving movement, the deviation of the actual direction (aist) from the target direction (asoll) based on a relative movement during the Fahrbewe tion always the object (33) target-detecting weapon station (28) to the protected vehicle (1) is calculated. procedure after claim 11 or 12 , characterized in that during step a) the object (33) is always targeted during the driving movement, the deviation of the actual direction (aist) from the target direction (aset) based on a relative movement of the protected vehicle (1). the object (33) is calculated. Procedure according to one of Claims 8 - 13 , characterized in that step a) is carried out with the aid of an optical sensor (37) fixed to the protected vehicle (1), the deviation of the actual direction (aist) from the desired direction (asoll) using a relative movement of the protected vehicle (1) to the object (33) is calculated. Procedure according to one of Claims 8 - 14 , characterized in that the method is carried out when one of the steering gears (19, 20, 21, 22) is damaged in such a way that the wheels (9, 9', 10, 10', 11, 12, 12') are unsteerable.

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